Travel Reference
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existing routes in countries that are already developed and branded at a
national level, such as the D routes in Germany. Hence, these existing routes
attract many short-distance utility and tourism trips through the localized
branding. The study for the European Parliament (2009) made some estimates
of potential demand and revenue using a geographically-based model, and
concluded that EuroVelo had the potential to generate 5 billion euros per
annum (12.5 million holidaymakers spending 4.4 billion euros, and 33.3 mil-
lion day trips adding 0.54 billion euros). These values represent gross
revenues.
The development of the network has been slow. EuroVelo was first
mooted in the 1980s by a small group of visionary advocates who have argued
consistently that cyclists need a network of international as well as local,
national and regional routes. In the past decade, progress has been made in
several countries, through partnership with municipalities and using existing
long-distance national routes, to piece together an international network. A
substantial amount of work has gone into the development of standardized
signage, interpretation and promotion, so as to ensure that the EuroVelo
brand is more widely recognized as being quality routes for cycle tourism. The
EuroVelo network is now managed by the European Cyclists' Federation (a
non-governmental organization), advocating improved facilities to encourage
cycling across all countries in Europe. It is working hard to ensure that all
routes offer high standards of design, signage and promotion throughout
Europe.
The aim of the EuroVelo network is also to encourage interchange
between cycling and other modes of transport; principally tram, train, bus and
ferry. It is seeking to encourage transport operators to offer seamless inter-
change and service facilities such as secure cycle parking and cycle hire. The
integration refers to:
• physical interchange facilities such as between platforms or access paths
to a railway station, such as in the Netherlands and Germany
• fares integration, to encourage a shift between modes such as zonal fares
and family fares that include carriage of cycles, as in Switzerland
• information integration between the transport and tourism sectors so that
information about use of different modes and the bicycle is easily avail-
able from transport operators, tourism offices and accommodation
providers, as in Denmark and Italy.
Lessons learned
In conclusion, EuroVelo offers a potential to encourage a Europe-wide net-
work of long-distance cycle routes, principally for tourism but also serving the
needs of the communities through which it passes. The lessons to be learnt
from the case study are the importance of partnerships between advocates,
municipalities and other organizations in order to progress a vision based on
the principles of sustainable development. It also illustrates that progress can
be slow if policy frameworks are not supportive and hence resources are not
committed. Perhaps the most important lesson to note is that emphasized in
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